Carbureter.



I. S. GOLDBERG. GARBURETER.

APPLICATION FILED JAN. 7, 1908.

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GARBUBETER. APPLICATION FILED JAR. 7, 1908.

Patented July 13, 1909.

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GARBURETER.

APPLIOATION FILED JAN. 7, 1909.

Patented July 13, 1909. 4 SHBETS-SHEET 3 ,Mmw

mm MN five/72507" j hm J. Goider g e! w Jtofrzeys I nnirnn STATES PATENT OFFICE. JOHN s. screened, or CHICAGO, ILLINOIS, AssIeNon TO GOLDBERG MOTOR AR DEVICES MANUFACTURING CQMPANY, or OIIIcAeO, ILLINOIS, A CORPORATION OF ILLINOIS.

CARBURETER.

Specification of Letters Patent.

Patented July 13, 1909.

Application filed January 7, 1908. Serial no. 409,696.

To all whom it may concern:

Be itknown that 1, JOHN GOLDBERG,

I citizen of the United States, residing at Chito the accompanying drawings, forming a part of this specification.

I My invention relates to carburetors, particularly to Icarbureters for use 011 Vehicles, such as automobiles.

The object of my invention is to simplify the construction and to improve the arrangement of the various parts so that greater efliciency will result and so that the least amount of adjusting under varying conditions of operation will be necessary.

My invention will be plainly understood when described with reference to the accompanying drawings, in which Figure 1 is aside elevation of the carbureter; Fig. 2 is a top view thereof; Fig. 3 is a sectional view taken on line 3-3, Fig. 2; F 4 is a sectional view of the lower half of the float chamber taken on line 44, Fig. 2; and Fig. 5 is a sectional view of the lower part of the carbureterbodytaken on line 5 5, Fig. 2.

The carbureter frame consists of the cylindrical body part. 1 from the base of which extends and is supported the circular shelf 2 forming the base of the float chamber and supporting the other parts thereof. From the lower side of this shelf extends the threaded flange lug 3 to which is secured the coupling tip 4 by a threaded flange nut5, the tip 4 being adapted for connection with a source of fuel supply. In the passageway of the ti 4 a strainer 6 is inter )osed in an P suitable manner.

Extendlng upwardly from the center of the circularsheif 2 is the tubular standard 7 through which passes the valve shaft 8 I carrying at its lower endthe valve spindle 9 whose tapered end 10 is adapted for engaging the tapered seat 11 formed at the lower end of the tube 7 and which connects through valve port 12 with the interior of the flange Band of the tip 4. Slots 13 are out through the wall of the tube 7 at the base thereof, two such slots being shown, and pposite each other. In each slot there is pivoted a lever 14, the pivot 15- for each the float chamber are formed by a section of glass tubing 21 which is held in place on the shelf within-the retaining flange 21, a washer 22 being interposed between theglass tube and the shelf. The top inclosing wall of the float chamber is provided by the cap or cover 23 having the downwardly extending flange 24 for receiving the upper end of the glass tube, a washer 25 being interposed between the glass and the cap. The upper end of the tube 7 is threaded for receiving the threaded axial opening 26 in the cover 23. The outer surface of the flange 24 is knurled so that the cap 23 can be easily and powerfully turned to clamp the glass tube 21 between the cap and the shelf,'thus for1ning an oiltight float chamber.

The upper section 27 of the valve shaft 8 is of reduced diameter to provide a shoulder 28, and a spring 29 within the tube 7 and encircling the shaft part27 rests at this lower end against this shoulder. The upper end of the threaded part of the tube 7 is engaged by the cap 30 whose head 31 forms an abutment for the upper end of spring 29. Above the shaft part 27 is the end section 32 of less diameter than the part 27 which passes through the opening 33 in the cap head and which terminates in a head 34. I

.Interposed between the cap 23 and thecap 30 is a collar 35 from which extends upwardly a pivot arm 36 at whose upper end at 37 is pivoted the bell crank lever 38. One arm 39 of this bell crank lever extends under the head 34 of the valve shaft, while the other arm 40 of the lever is adapted for connection with other levers or rods to be controlled by the operator of the vehicle. In a pocket 41 formed in the upper end of arm 36 is a compression spring 42 acting against the lug 43 extending downwardly from the bell crank lever, this spring serving to hold the arm 39 of the lever down against the cap head 31 and away from the head 34, so that the valve shaft 8 can be manually operated vertically. The collar 35 is clamped in place between the cap 30 and the cap 23, and these caps mutually lock each other in place on the tube 7. If the float chamber is empty the weight of the float member acting on the levers 14 is sufficient to rotate these levers to cause the valve shaft 8 to be raised so that the valve point 10 disengages from the seat 11, thereby opening port 12, and gasolene may enter from the supply source through the interior of the tip 4 and flange 3, through port 12 into the interior of tube 7, and through the slots 13 and into the float chamber. Stops 14 from the levers 14 limit their rotation by the float member. As the oil in the float chamber rises its flotation effect gradually releases the weight of the float member from the levers, and the valve rod gradually drops until the valve end finally closes the port 12 when the oil reaches a predetermined level in the float chamber, indi cated here by dotted line Z. Although overcome by the weight of the float member when the float chamber is empty to allow the valve to open, the spring 29 will serve to lightly hold the valve against its seat under any conditions when there is sufflcient oil in the float chamber. The trouble in other carbureters has been that the valve spindle would vibrate and jump as the vehicle traveled and was jolted, thus interfering with the proportionate and eflicient flow of oil from. the source to the engine. The spring 29 is therefore made just heavy enough to overcome the tendency of the valve to vibrate or jump from its seat and to allow the float member to maintain its automatic control over the valve during the varying level of oil in the float chamber.

The body of my carbureter is of novel construction. It consists of the outer cylindrical wall or shell 44 and the interior shell or wall 45 connected with the outer wall by the upper annular wall section 46 and the lower annular wall section 47, between which walls is formed the annular chamber 48. The interior wall 45 is of novel shape, its lower part 49 being cylindrical, the intermediate part 50 converging to form a neck 51 and the upper section 52 flaring or diverging slightly as shown, the upper end 53 of the section 52 being rounded, as shown. Across the interior of the inner shell and on a line with the shelf 2 is a bridge piece 54. A duct 55 extends through the lower wall 47, through the bridge piece 54 and through the shelf 2 into the lower end of the float chamber. A cylindrical flange 56 extends upwardly from the bridge 54 and provides the opening 56 communicating with the duct 55, this flange being coaxial with the chamber 57 formed by the inner shell 45.

Extending downwardly from the bridge 54 and coaxial with the flange 56 is a lug 58 having the threaded reduced end 59 for receiving a cup 60 and a locking nut 61. An annular flange 62 also extends downwardly from the wall 47 to form a continuation of the chamber 56, and this flange extends within the cup 60 when said cup is in place. The novelty of this construction lies in the fact that the walls 44, 45, 46 and 47, the bridge 54 with the parts extending therefrom, and the shelf 2 are cast integral. The duct 55 can easily be drilled straight through from the right and then closed by the plug 63. The opening 56 in flange 56 can very easily be drilled from the top through the chamber 57. Seated in the flange 56 is the nozzle 64 preferably of steel and having the axial duct 65 and the outlet duct 66 of suitable crosssection. The pointof this nozzle lies in the imaginary apex at the inner face of the conical section 50 of the inner wall 45, and the purpose of this arrangement will be described in detail later.

The top and inner wall 46 is recessed to form the annular ledge 67 on which rests the cylindrical frame68 whose lower edge surrounds the shoulder 69 and. is held in place thereby. This frame has lugs 70 registering with lugs 71 on the body frame to be secured thereto, as by means of cap screws 72. This frame forms the mixing chamber 73 and at its top has the coupling flange 74 by means of which it may be secured to a companion coupling flange connected with piping leading to the engine to be supplied. The outlet from the mixing chamber is controlled by the valve disk 74 which may be adjustably secured along a diametrical line to a shaft 75, as by means of a set screw 76. This shaft is journaled in bearing lugs 7 6 and 77 cast integral with the mixing chamber frame and may be engaged at either end by a crank frame 78 adapted for connection with levers or rods leading to the controlling mechanism on the vehicle to be actuated by the operator, this crank arm having a plurality of pivot holes 79 for adjustable connection with such rods or levers.

At each'side of the frame and over the shaft is an abutment extension 80 adapted for engagement by adjustable abutment screws 81, 82 engaging in the arms 83 and 84 extending from the hub of the crank lever, these abutment screws serving to limit the rotation with the arc of rotation of the disk valve 74. In the figures this disk valve is shown as wide open and the dotted position in Fig. 3 shows its closed position, the valve being adjustable on a supporting shaft. The relative position between the valve and controlling lever 78 may be adjusted for any condition of operation of the lever mechanism or rods controlled by the operator, and as before stated, the lever mechanism 78 can be secured to either end of the shaft, giving a further range of adjustability and adaptability'to certain conditions. This valve,

flange 90.

then, directly controls the outlet of gas from the carbureter. i

Extending toward the right from the lower end of the mixing chamber is the frame part 85 terminating at its end in a cylindrical pot-shaped part 86 having the inlet flange 87 which is threaded internally.

Extending downwardly from the lower wall of the part 86 and coaxial with the flange opening, is a sleeve or tubular part 88 also threaded internally; Within the flange 87 is mounted a unitary valve rigging comprising the cap 89 having the threaded flange 90 for screwin into the flange, and a valve disk 91 having for its seat the lower face of the The 'cap89 is in the form of an annular rim connected with the central hub 92 by spokes 93 and through this hub passes the upper end of the valve stem 9% to which is secured the valve disk 91. When the valve leaves its seat the chamber 85 within the frame 85 is open toatmosphere through the cap.

The lower end of the valve stem passes through the tube 88 and is guided by a plug 95 through whosecenter it passes, this plug valve, this spring encircling the upper part of the stem between the hub 92 and a sleeve 99 engaging the threaded end of the stem.

This sleeve has slots 100 for receiving a cotter pin 101 which passes through an opening 102 through the upper end of the stem and which serves to hold the sleeve in position after it has been set to adjust for the operation of secondary spring 98. The plug has a knurled head 103 from the edges of which extend the cylindrical sleeve 10% which engages the outside of the tube 88. This forms a micrometer arrangement, the scale marks 105 being provided on the tube 88, and the scale marks 106 being provided on the beveled edge ofthe sleeve, so that the adjustment for the operation of valve 91 can be closely regulated and reestablished upon reassembly of the parts. The exterior of the Sleeve 10a is also provided with a series of 3 longitudinal grooves 107 adapted for engagement with the rounded end of a flange 108 reciprocating within the pocket frame 109cast integral with the body part 1, said flange being held against the sleeve by a compression spring 110 within the pocket [Thus the, sleeve, although readily turned against"thepressure of the flange thereon,

is prevented from destroying the adjustment by being moved, due to vibration or jolting of the vehicle.

In the outer wall 1 1 of the body part are provided threaded openings 111 which enable the chamber 18 to be connected with a source of hot water or hot air supply, as, for instance, the exhaust gases from the engine. This chamber forms a water jacket about the inner shell 52.

The carbureter is connected with the gasolene supply through the agency of the tip 4 and with the engine by means of the flange 74. The gasolene valve being normally slightly raised to open port 12, as before de scribed, gasolene enters the float chamber until it assumes the level indicated by line Z,

whereupon the float is raised and the oil inlet closed. The oil also flows through duct 55 and into the nozzle to the same level, and when the engine is cranked the suction created in the chambers 7 3 and 57 causes air to be drawn into the cup 60 and through the chambers 57 and 73, the valve 7 4 having first been set by the operator to the suitable po sition for such starting. As before described, the point of the nozzle is in the imaginary apex of the conical wall section 50, and there fore the air which rushes into the lower and widest part of the chamber 57 is converged and compressed and its velocity greatly increased through the limited passageway between the tapered nozzle end and the neck part 51, and the inner face of the wall part 50 deflects this rapidly flowing air past the tip of the nozzle whereby the entire force of the air is concentrated to draw gasolene from the nozzle, and this gasolene issuing from the nozzle is sprayed by the icy-rushing air and thoroughly mixes as the air within the flaring upper part of the chamber 57 is thoroughly agitated and expands as it passes upwardly through this flaring section and into the comparatively large mixing chamber, this expansion or rarefaction of the air to normal density in the flaring part and in the mixing chamber after passage through the restricted neck portion causing thorough gasiflcation of the gasolene and thorough mixture with the air.

Under certain conditions and for certain engines enough gas cannot be obtained from the nozzle upon cranking of the engine, and in these cases the cup 60 may be filled, which can easily be done by raising the head 33 of the oil valve and flooding the oil over the nozzle and into the cup (30. Now, when the engine is cranked, the air passes into the cup and through the gasolene, which is carried with the air and thoroughly mixed and gasified upon its passage through the chamber 57 and mixing chamber 73. This priming of the carbureter is controlled by the operator, who actuatos the proper lever mechanism for rotating the bell crank lever 38 to thus raise the oil valve. wall acts much like a turbine nozzle, and the in-rushing air, after receiving its supply of gasolene, is projected from the flaring section 52 into and through the mixing chamher with considerable velocity, and thus any particles of gasolene which have not become gasified immediately will be thrown a considerable distance through the flaring part and the mixing chamber to become thoroughly gasified, and should any particles which have not become thoroughly gasified fall back into the flaring part, they will immediately be ejected and eventually must become gasified. Thus, there is no chance for the accumulation of ungasified oil anywhere in the carbureter, there being no places for such particles to lodge on without their passing into the flaring outlet to be ejected. The chamber 57 by means of the outlet and inlet openings 111 may be connected to receive the hot exhaust gases from the engine, which will circulate through this chamber, which then acts as a heating jacket about the chamber 57 in which the air and oil meet and mix. The neck part 51 brings the hot gases very close and directly about the nozzle end, and thus the chamber 57 about the nozzle and through the flaring part is thoroughly heated by the hot jacket which greatly assists in the rapid gasification of the oil by causing a high de ree of vaporization. As the level of the 011. falls in the float or reservoir chamber the float, of course, becomes active to open the oil inlet and thus the level of oil is always automatically maintained.

Sufficient air supply may not always be available through the path just described, including the chamber 57, and the valve-91 operates automatically to complete the required supply of air to the engine. When the suction of the engine reaches a certain value, each suction impulse will be communicated to the chamber 85 and the valve 91 will be pulled down to allow the entrance of air through the cap 89. The valve 91 is pulled down primarily against the spring 96 and this condition prevails during normal operation of the englne. Sometimes, however, the suction of the engine is greatly increased and too much air would destroy the mixture and prevent eflicient operation of the engine. The secondary spring 98 therefore becomes eflective to resist further opening of the. valve 91 after the valve reaches an open position beyond which there would be too much flow of air. This secondary spring is heavier than the spring 96 and therefore a greater degree of suction is necessary to cause further opening of the valve beyond the primary movement thereof controlled alone by spring 96. This is a very important feature, as there are times when an engine is operating under heavy The inner.

suction and when too much air would spoil its efficiency. The air coming through the chamber 85 is thrown diagonally across the mixing chamber in conflict with the mixture issuing from the flaring section of chamber 57, and this causes thorough agitation and mixture of the entire air and gasolene, so that perfect gas passes the throttle valve 7 1 to supply the engine. By turning the sleeve 104 the spring 96 can be adjusted to give the proper resistance to valve 91, and by setting the sleeve 99 on the valve stem 94 the field of operation of the secondary spring 98 can be adjusted for. After these springs have been set to suit the conditions of operation of a certain engine, there will be no need of further adjustment, as any of the variations during the course of operation of the engine or travel of the vehicle will be automatically compensated and provided for by the automatic valve mechanism, the direct valve, of course, controlling the operation of the car bureter as a whole. If this valve is closed there will be no suction on the carbureter and consequently there will be no gas generated, the engine then coming to a stop.

The carbureter parts can be quickly and very easily taken apart or assembled by hand. All the adjustments for the automatic valve mechanism can be accomplished by hand without the use of tools, the sleeve 104: having a knurled head, as before described, and the adjusting sleeve 99 being also knurled. The entire automatic valve mechanism can be bodily removed by unscrewing the cap 89, which can be done by hand, the outer rim of the cap being knurled. The valve disk 91 always accompanies the. sleeve whose flange forms its seat, and thus the seat can very readily at any time be inspected, cleaned or repaired. By unscrewing the sleeve 104 the plug 95 can be removed and the spring 96 will drop down from the tube 88. The caps 23 and 30 on the float chamber are also knurled, as before described, and can readily be removed by hand, whereupon the glass tube 21 can be withdrawn from the shelf and the float member and the valve shaft 8 withdrawn from the tube 7 By withdrawing the screw 68 the shaft 75 of the direct valve 7 4t may be withdrawn and the valve removed. By withdrawing the cap bolt 72 the mixing chamber frame 68 and the automatic inlet chamber frame 85, which are cast integral, can be separated from the body part. The cup 60 has its outer rim knurled and can therefore readily be adjusted along the threaded stem 59 to be looked in any position by the nut 61. The inner walls of this cap are tapering and by longitudinal movement of the cap along the stem the inlet area for air into the passageway is varied. This adjustable priming cup is a very important feature.

I thus provide a carbureter which is of very simple but very eficient construction and whose operation is entirely automatic after being once set.

I desire to secure the following claims:

1. In a carbureter, the combination of an inner wall forming a passageway open at one end to atmosphere, means for adapting the other end of the passageway for connec tion with a device to be supplied, an outer wall, said inner and outer walls being joined at their ends to form a compartment about the passageway, a supporting shelf, a fuel reservoir carried on said shelf, means adapting said reservoir for connection with a source of fuel supply, a support extending into the passageway, a nozzle extending upwardly from said support and concentrically within said passageway toward the exit end thereof, said nozzle being connected with the reservoir, a section of the inner wall being convergent with its imaginary apex at the outlet of the nozzle, said annular co1npart-, mentabout the passageway being adapted for connectlon Wltll a source of heatlng fluid,said outer and inner walls, said sup porting shelf and the support forthe nozzle being cast integral.

2. In a carbureter, the combination of an inner wall forming a passageway open at one end to atmosphere, means for connecting the other end of said passageway with a device to be supplied, an outer wall, said walls being joined at their ends to form a compartment about the passageway and said walls forming the body frame of the carbureter, a shelf supported from the body frame, a reservoir supported on said shelf and adapted for connection with a source of fuel supply, a support in the entrance end with its imaginary apex at the nozzle outlet,

and then diverging toward the exit end of the passageway, the compartment surrounding the passageway being adapted for connection with the v exterior, said inner and.

outer walls, said supporting shelf and the nozzle support being cast integral.

3. In a carbureter, the combination of a frame forming a mixing chamber adapted for connection withan engine to be supplied,

said valve during a certain range of suction WlillllIl the mlxlng chamber, and a second spring adapted to be automatically brought into service when the suction exceeds a certain value to assist the first spring in controlling the opening and operation of said valve during said increased suction.

4. In a carbureter, the combination of a frame forming a mixing chamber adapted for connection with an engine to be supplied, means for supplying fuel intothe mixing chamber, an air inlet for said mixing chamher, a valve for said inlet adapted to be opened by the suction within said chamber, a comparatively weak spring tending to prevent opening of said valve during a certain range of suction within the chamber, and a comparatively heavy spring primarily inactive and adapted to be automatically brought into service by increased suction within the chamber to assist the weak spring in controlling the opening and operation of said valve during such increased suction.

5. In a carbureter, the combination of a frame forming a mixing chamber adapted to be connected with an engine to be supplied, means for supplying fuel into the mixing chamber, an air inlet for said chamber, a valve for said inlet adapted to be opened by suction within the chamber, a compara tively light spring always engaging the valve and tending to resist opening thereof, and a comparatively heavy spring normally disconnected from said valve and adapted to be automatically brought into operative association' with said valve after a predetermined degree of opening of said valve, whereupon both springs will cooperate to control the opening and operation of the valve to regulate the air flow through said inlet.

6. In a carbureter, the combination of a frame forming a mixing chamber adapted to be connected with an engine to be supplied, means for supplying fuel into the mixing chamber, an air inlet for said chamber, a valve for said inlet adapted to be opened by suction within the chamber, a comparatively light spring always engaging the valve and tending to resist opening thereof, a compara tively. heavy spring normally disconnected from said valve and adapted to be automatically brought into operative association with said valve after a predetermined degree of opening of said valve,.whereupon both springs will cooperate to control the opening and operation of the valve to regulate the air fiow through said inlet, and ad justing means for determining the degree of opening of said valve which will cause said second spring to become operatively active.

In witness whereof, I hereunto subscribe my name this 4th day of January, A. D. 1908.

JOHN S. GOLDBERG.

"Witnesses:

CHARLES J. SCHMIDT, GEORGE E. I'IIGHAM. 

